Ride height control system



Feb. 2, 1960 R. SCHILLING ET AL 2,923,557

' RIDE HEIGHT CONTROL SYSTEM Filed Jan. 10, 1956 4 Sheets-Sheet 1 L RESERVOIR TO OTHER CONTROL 70 ALL OTHER HYDRAULICALL Y OPER/IBLE COMPONENTS TORQUE MULTIPLYING DEVICE az if PRE88URE Q REGULATOR VALVE FRONT OIL PUMP CHECK VALVE REAR OIL PUMP PRE3$URE REGULATOR IN VEN TORS ROBERT SCH/LUNG Y ROBERT f. ownv B azaleas w. JACKSON THEIR ATTO NEY Feb. 2, 1960 R. SCHlLLlNG ET AL 2,923,557

RIDE HEIGHT CONTROL SYSTEM 4 Sheets-Sheet 2 Filed Jan. 10, 1956 9 0 m w y m f 1. 7 w 5:! l I L L a 1 k Io A I I, "'lll"llli'll'l"""r'l n a w 4 H H11 on a m H u H w W W (w M 4.\ a 8 H I A 2 a a M. w. \w H K H l 2 INVENTORS ROBE/FT .YCHILLING ROBERT E. OWEN BY GEORGE w. JACKSON M WMYJK THE/R ATTORNEY Feb. 2, 1960 R. SCHILLING ETAL 2,923,557

RIDE HEIGHT CONTROL SYSTEM Filed Jan. 10, 1956 4 Sheets-Sheet 3 RESERVOIR 0R DIM/u PURT 22a a; v "r X 252 egg/gm :50} "gay e T -225 z "i 1 "L59 95 "J CZNT ZZZ -25:

IN VEN TORS 2 L- ROBERT sell/11176 4 ROBERT E. OWEN BY saunas w. JACKSON Os mnf'a-w THEIR ATTORNEY Fe 2, 1960 R. SCHILLING ET AL 2,923,557

RIDE HEIGHT CONTROL SYSTEM Filed Jan. 10, 1956 4 Sheets-Sheet 4 2 CONTROL PORT .9 290 n 216 AUTOMATIC TRANSM I35 1 Pal? T X k .44 :71 Z74 zaz 22 AUTOMATIC TRANSMISSION PORT mnnv Port -/53? w 0 PUMP PORT 4! ll? CONTROL cigggzk /L INVENTORS ROBERT SCH/LUNG By ROBERT E. OWEN GEORGE W. JACKSON \l. 'Wlvd'm THEIR ATTORNEY se Patent?) 2,923,557 Rn)" harem coNTR' "oL SYSTEM Roliei't Schilling, Bloomfield Hills, and Robert E. ow s, Detroit, Mich-r, and George W; Jackson, Dayton, Ohio, assignors to General Motors Corporation, Detroit, Mich.,a"corporation'o Delaware Application tanuaiy '10, 1956', "Serial No. 558,310

1 claim. or. 280-124) This invention relates to an air oil' suspensiomand particularly to'ari'de height control system operable by inter'ehan ing hydraulic fluid from a single source supplying all hydraulically operahle vehicle components.

Previous suspension systems have provided control means r'e's'poris'ive to a change in clearance height between a frame or vehicle body and running gear, axle, or lower control arm; to' establish'a predetermined support that avoids body bottomingthereon with vehicle loading. The present invention is an improvement over such appa- "ratus having a control mechanism which provides for int'e'rcharige of hydraulic fluid with a cylinder for resilient supportbetween a body and axle. With increasing use "of hydraulically operable vehicle components and hy- "cliaulio power-operated units, it is advantageous to provide asu'spensioh system tied in with a single source supplying all hydraulically operable vehicle components. It is desirabl'e that such a system be renderedineifective during vehicle advancement movemeht to prevent suspension height ehanges i'n predetermined height clearance due to road travel vibrations between a body and its running 'gea'rf During this movement and system ineffectiveness, air pockets or chambers cooperating with hydraulic chamhers can 'provideresilient means for supporting the body or a vehicle on its running gear, lower control arms or axles. f

An object of the present invention is toprovide an oil- 'air type suspension controlled by a load-responsive valve regulating'interchang'e of hydraulic flu-id to a height control suspension device tied in with a single source supplying all hydraulically operable componentsof a motor vehicle.

Ahother' ebject is to provide a ride'heightcontrol systent combined with a pump, reservoir and'accumulator including a height .eontro-l'valve rendered'ineffective during vhicler'novement responsive 'to a hydraulic: connection with ahydrdkine'tic torque tran'sfer de'vice or automatic transmission.

Another object is topro'vide a sus ension cylinder providing a sealed outer chamber and an inner chamber concentrically valved to communicate with a primary source of hydraulic power on'a moto'r'vehicle supplying other hydraulically operated components. a 'I 'heaforementionedand other objectsare accomplished in the present invention in a systern operable by hydraulic fluid-from a primary source' of hydraulic power on a motor vehicle for all hydraulically operated components. The primarysource includes a pump and reservoir conneoted to an accumulator for maintaining hydraulic or oil, pressure at a volumetric capaeity sufficient to operate all component's simultaneously;

A iide height control valve is eohne'eted with the accumulator and pump through a suitable conduit. This valve is mounted on the vehicle body and is provided with a spindle rotatable by a linkage" operably connected to the vehicle running gear or axle to move in response to difference in height between the axle and frame upon static load variation of the vehicle. The spindle carries ace a cam member eapable of opening an up" and'a "down" valve to "regulate hydraulic fluid flow to and from a sup= port cylinder journalled between the vehicle aide and body to act as a jack in raising andlo'wering the height differential therebe'tween. The camwmember is axially movable to an inoperative position with respect to height responsive rotation of the spindle. This axial movement is eiiected by fluid actuationthrough a port connected to 'a pump in a hydrokinetic torque transfer mechanism or automatic transmission, 'such' as the well known Dynaflow or comparable devices, for example; when vehicle movement begins so as to eliminate variations in height control due to momentary vibrations un der kinetic conditions.

The support cylinder is provided with a sealed or closed chamber formed between an outer housing andatubulat expansible wall adapted to receive and hold a gaseous-fluid medium, such as air. A pair of valves concentrically are posed in an inner cy'liud'er regulate flow for extending or retracting 'a piston reciprocal'in the innercyli'nder to vary height between the body and axle. One of these sup' port cylinders may be located with each 'axle o'r'each wheel. A chamber is formed between the inner cylinder and the diaphragms or flexible wall with one of'th'e concentric valves opening as the other closes upon displacement of hydraulic fluid above the piston during ve hicle movement. If road shock moves the'piston upwardly, hydraulic fluid passes through one of the valves to the chamber between the inner cylinder and dia phragm so as to further compress the pressurized gas in the chamber between the diaphragm and outer housing in direct proportion to the support required under the shock condition. Similarly, if the piston and axle move downwardly, the other con'centri'c valve opens and hydraulic fluid is pushed back into the eylinder abovethe piston under influence of re-expansio'n of the gaseous fluid medium; Springs biasing the concentric valves regulate the pressure at which the fluid will pass the valves to obtain the desired shock absorbing reciprocation of the piston in the cylinder due to axle vibratory movements while the vehicle is in motion.

Further objects and advantages of the presentinvention will be apparent from the following description, reference being had to the accompanying drawings wherein preferred embodiments of the present invention are hearty shown.

ln'the drawings:

Figure l is a schematie illustration of an "aii -oil suspension incorporating the cylinder support or: has] cylinder, height control valve, pump, reservoir, ace mulator, and fluid source connection that is responsive to movement of a motor vehicle rendering the control mechanism inactive during vehicle movement.

Figure 2 shows an end view in reduced scale of an air-oil control cylinder assembly used in the present Systel'll;

Figure 3 is across-sectional view of the cylinder as 'sfei'n bly taken along line 3-3 of Figure 2. 1

Figure 4 is a plan view of the trim height control valve used in the present system.

Figure 5 is a cross-sectional elevational view "of the valve taken along line 5-5 of Figure 4 showing 'acylinder port, up control port, and down control port. 1

Figure 6 is a cross-sectioned 'elevational view of the valve taken along line 6-6 of Figure4 showing the reservoir or drain port in the valve.

Figure 7 is a cross-sectional 'elevational'view of the valve taken along line 7'-7 of Figure 4 showing the down control port, camming member,-"automatic trai1smission fluid port, and other conduits inthe valve'z 1 i Figure 8 is an elevationalview ofth valve snewin'g linkage between the frame-mounted valve and vehicle axle for actuating the upland down" control ports before i the .vehicle moves. 7

With particular reference to Figure 1, the schematic illustration of the air-oil suspension of the present invention is shownwith a body, or vehicle chassis, indicated generally by thenuin'eral 10 'and a running gear,

axle, or suspension lower control arm 12, having a wheel 14 rotatablyijournalled thereon. The suspension system includesareservoir 16 for hydraulic fluid with a conduit 18 leading-therefrom to a hydraulic pressure pump. 20 in series with a pressure relief valve 22 connected by a conduit 24 to a hydraulic, or oil pressure, accumulator, 26. The hydraulic pressure accumulator includes a diaphragm 27 disposed between the hydraulic chamber,

28 of the accumulator. and the air chamber 29 with a conventional, valve 30 provided to supply air pressure as the air chamber29 of.the accumulator. The size and capacity of the accumulator in the present invention is sufficient to supply all hydraulically operable-components which may be installed on the motor vehicle and a conduit 321s shown -to represent a connection with all r the other hydraulically operablecomponents. The iconduit 34-is connected with conduit 24 to receive pressurized hydraulic fluid forced by the pump 20 to the accuto a hydraulic fluid'chamber of a cylinder support, height control cylinder, suspension unit or device generally indicated by thenumeral 50, disposed between the chassis, or frame, 10, and the running gear or axle 12 bym'eans of a ball and socket mounting 52 disposed on the axle posed in an annular recess. 9340f screw cap .86 to pro- The and a socket, or, pivot mounting, 54, on the frame. Plates 53 and 55, respectively, are provided with the sockets 52 and 54 to retain the socket portions of the control cylinder in an attached relationship to the-body and axle with furthers-details tobe explained below.

Theheightcontrol valve 40 is also connected by a conduit 44 with an automatic transmission including a hydrokinetic torque transfer mechanism or torque multiplying device 60 connected through a conduit 62- to a pressure regulator valve 64.

The pressure regulator, valve is;connected by aconduit 66 to a front oil pump communicates through a suitable' connection with the conduit 76 to channel pressurized fluid from the rear oil pump to the height control valve 40 for a purpose to be explained below, The automatic transmission is provided with an oil Icooling means including an oil cooler 78 connected by a conduit 80 with the torque multiplying 3 device 60 to cool the oil used in the torque converter. A conduit'81 connects" the oil cooler .78 to a' lubrication pressure regulator 82 as shown by. the schematic illustration of Figurel.

Figure 1 alsoshows a connectinglmeans or linkage generally indicated by the numeral 48 adjustably connected by a member 49 between a spindle arm 45 of valve 40 and rod 46 rigidly fixed to therunning gear 12 as at 46' by pivots 47 and 47', respectively. This linkage acting on spindle arm 45 of height control valve 40 between thechassis 10 and axle 12 provides movement ,responsive to the difference in height between the vehicle I body and-axle so and actuate control port s of th a 3 represents a cross-sectional view of the cylinder assem 116 and the cooperating socket 52 disposedon the axlel as shown in Figure l.

'cally disposed is retained in the recess 89 of cap assembly 88 at one end and at its opposite end :is fitted into 1 an annular recess of a valve cage 120. .The valve cage p 120 is provided with an annular seat 122 that engages th valve end assembly or member 84, on ashoulder 124 40 as outlined in the explanation of the subject s'ystem height control valve 40 in a manner tobe explained in further detail below.

Figure 2 shows an end view looking at thetop of th height control cylinder or suspension unit generally in dicated by the numeral 50 in the present suspension sys tem. Figure 2 is drawnone-third the scale shown i Figure 3 for purposes of illustrating convenience. Figur bly' taken along line 3-M;3.of FigureZ;- Theheight con trol cylinder, as shown in Figure 3,iincludes a valve wen assembly or member 84 and ascrew cap assemblyf86; a oppositeends. The screw cap 86 is provided with central"; aperture threaded. at oneend with threads 87 to receive an assembly cap 88 which is suitably recessed at its outer periphery on the end-opposite the scre threads by an annular groove 89 to receive an inner 0 tube cylinder or sleeve 90. An O-ring seal 92 is dis vide, a seal between'the screw cap and cylinder. The cap assembly 88 is provided with a .ventaperture 94' disposed with aporousimetal breather fvalve195 retained in a bore 96 inlcommunication with'the apertur 94 by means of aretaining ring. 97. The cylinder 90 has reciprocally disposed therein apiston 100 having a pisto rod 102 suitably attached thereto by means of arm and bolt connection 104 as shown; A sealing means 10 is retained 'with theipiston 100 by means'of a :spacing retainer :108 assembled between the piston rod 102lan piston 100 toprovide a fluid. seal betweenthe piston an r cy1inder90. A bushing 109 .isvprovided as a. plain bear 1 ing surface between the piston "rod :102,and 1 a central aperture of cap assembly 88 with a sealing means 11 retained by a ring 111 providinga fluid seal between th cap assembly 88 and rod'102.; The piston (rod 102 ex tendsthrough the bushingand end cap assembly to bifurcated portion 112 which is aperturedvatllltore ceive apin 114 rigidly attaching the rod to-aball socke 116. The ball socket is adapted ,t'o be resiliently .con nected to the axle by resilient means, such as reinforce plastic or rubber, 118, disposed betweenthe ballsocke The apertured ,plate53, noted in Figure 1, provides a fiat retaining means cooperatin with a truncated, surface '119 on the vball socket 116 t reta n the piston rod :in assembled relationship .withth axle to prevent the ball and socket from separatingin the assembly asdescribed. t

The tube cylinder 90 in which the piston 100 is 'recipro- 129 suitably threaded to receive a fitting 130 in sealing l I engagement with conduit 43. Conduit 43 connects the r height control cylindcr 50twith the height con'trol valv in Figure 1'. Set screws 131 and 132 are provided to lock and seal thebores required to form passage 128 in the cap 84. The'valve end assembly 84 is provided with j 'an upwardly extending bifurcated portion133 suitably j linear pivoted movement along a line represented by the diameter of section line S 3 of Figure 2.

Located concentrically with the tube cylinder 90 between the opposite end assemblies'84 and 86-88 is an outside chamber assembly including an outer-cylindrical member 140 welded at opposite ends or otherwise suitably attached to annular member 142' and'annular port member 144. Each of the members 142 and 144 is provided'wi't h 'a' hook structure 146 adaptedto receive bentover end'portions'of a diaphragm 150 formed of flexible material such as" rubber. The diaphfagm 150 together with the outer cylindrical member 140 forms an outer chamber around the entire periphery er the control cylin der; This chamber is filled with gas under pressure, such as air, which maybe supplied through a valve 152 threaded into engagement as at 154 with the annular port member 1442 This may be "a conventional Schrader valve which communicates through a passage 156 with an outside chamber 158 formed between the diaphragm and outer cylindrical member as'described. The annular members and '144ar'e also provided with a plurality of threaded bores 159 with a plurality of screws 160 fastening the opposite end assemblies 84' and 86- S8 to the outside chamber assembly l'4tr-'l42"l4'4. This assembly locks the cylinder 90' and valve cage 120 into place between the opposite end assemblies also. Figure 2 shows the top View of'the cap assembly 84 attached by bolts 160 to the remainder of the "control cylinder with the valveisz and port 130 disposed therewith.

Figure 3 also shows a concentric or dual valve assembly located in the control cylinder '50 within the valve eage 1201 This assembly includes a rebound control valve 162 which opens to admit hydraulic fiui'd to space above the piston 108 when suspension height is being increasedor to permit hydraulic fluid to be pushed by expansion 'of the gaseous fluid medium from space between'di'a nra m 150 and inner cylinder 90 to space inside cylinder 90 and above piston 100 if the latter is suddenly moved to a further extende'dlposition in response to axle vibratory movements while the vehicle is't'ravelling over a road. Valve 162 is seated on an annular cone-shaped shoulder 164 by means of an annular flange 166 on the rebound control valve 162. The rebound control valve 162 is normally biased into engagement with the ane-sh'apedshbu1deaer seat, 164, by means of a ensprtngrss compressed between the annular flange 1'66 anda snap ring 170 fitted into an-internal groove of the valve cage 120. Located concentricall within the rebound control 'valve 162 is a valve stem 172 having an on rdly extending annular flan e 176 engageable with a valve seat 178 formed on an annular shoulder portion of rebound control valve 162. The valve stem 172 is tinse'at'ed in response to decrease of suspension height between the body and its running gear and in absorption of road shocks causing piston 100 to move to a t eater further retracted position pushing fluid from spaee above the piston inside cylinder 90 to space between diaphragm 150 and inner cylinder 90. Thus, the action and purpose of valve stem 172 is the reverse of that of rebound 'control valve 162 described above. The valve stem 172 is normally biased into engagement with the seat 178 by a concentrically located coil spring 180 fitted between the outwardly extending annular shoulder 176 of valve stem 172a'nd a snap ring 182 fitted into an internal groove of rebound control valve" 162; Located concentrically within the valve stem 172 is a fine adjustment valve stem or damper valve 184 with a central bleed or damper aperture 185 seated at 186cm an inwardly extending radial flange of the valve stem 172 with 'a spring 188 fitted between a flange portion of the damper valve 184 and a snap ring 190a fitted into an annular groove. The operation and movement of damper valve- 184 is similarto that of valve stern 172.

The concentrically located valve manners 162, 172- and 184 provide communication between the conduit 43 and passage 1 28 from one side of an inlet chamber 190', formed with recess 126 of; member 84.1mm piston chamber 192 andvice versa. The inlet chamber also eommunicateswith an innerhydraulic chamber 194 by-means of cutout or chamfered portions 196 in the valve cage 120. 1 r V .Inoperation, when fluid is supplied under pressure through conduit 43 to raise the body with respectto-the;

running gear or axle in the present system, to thereby extend the control cylinder 50 by supplying additional hydraulic fluid into thepiston-chamber 192, the rebound control valve 162* is pushed-,-or forced downwardly, freeof the seat 164 so that fluid passes between the valve cage 12-0 and' rebound valve stem-162 around-fthepompression'sprin'g 168 into the piston chamber 192 Inraising. the cylinder 50, fluid will also be supplied to the inner chamber 194 located about thejannular peripheral space between the diaphragm150 and cylinder To: decrease the height'between the body'10 and axle 12, oil in the piston chamber 192 must be decreased so that fluid passes through radial slots, or apertures, 198 and 199, located in. valve stem-172 and damper valve 184 shown in' Figure 3; Flow'of fluid through these slots forces either or both of these 'valve members on of seats 178 and 186, respectively, to permit fluid flow around the coil' spring-occupied space between each of these valve members. To facilitate flow of fluid between the inlet chamber 190 and the space occupied by the spring 180; the rebound control'valve is'slotted as at- 200 and 202; The valve cage is slotted as at" 204 for a similar pur ose Inaddition to permitting flowii-n and out'of'the piston chamber 192 during raising 'andlowering of the control cylinder 50, the -concentric or dual valve means provide a shock absorber or damper valving etfect when the "suspension system is rendered inoperative by vehicle movement due to the fluid connection with the automatic transmission as outlined in Figure 1. The height eonti'ol valve 40 is prevented'frompermitting change of the amount of "hydraulic iluid in the control cylinder 50 during vehicle movement and any shocks, vibrations, o'r variations in height between the axle and chassis are absorbed by the control cylinder'50 due to' fluid flow between the piston chamber 192 and inner concentric chamher 194 between the diaphragm and cylinder 90. VaIving operation then is similar to that describedab'ove for increase and decrease of hydraulic fluidin 'th'e control cylinder 50. When the axle and chassis areseparated from normal height relationship during sudden temporary road shocks, such as when piston 100 drops withthe aitlefto a further extended position, the air under pressure in the outer "chamber 158 expands and presses the fluid in the inner chamber 194' through the concentric valve means, specifically rebound valve'1'62, into'the piston chamber 192 filling a void created therein. axle is forced upwardly due to slidden'ch anges in height relative to the chassis, thehydraulic fluid is forced into the inner concentric chamber 194 and actsupon'the' diaphragm 150 to further compress-the air in the outer concentric chamber 158. The degree of response and softness of the ride attained in this shock absorber '40 and axle 12; The height control valve 40 is shown in Figures 4 and 7 attached to the body, or chassis, 10,

by bolts 220 threaded to a housing mounting memberer cap 221. A housing 222 attached by ser'ews 223 to esp 221 is provided with a reservoir or drain port 224 and When the a cylinder port 226.. Port 224 is connected through C9D? duit 42 to the reservoir 16.; Thecylinder port 226'is' connected through conduit 43 to the control cylinder 50.-

Figure is a; cross-sectioned elevational view of the height control valve 40 taken along line 5-5 of Figure 4. The housing 222 is shown with passages and ports, one

of which is the cylinder port 226 provided by a suit-' able fitting threaded into sealing engagement'with the housing at one side thereofp, A pump port or"up control port is shown located in elevational alignment with the cy1in der-port 226 by a" fitting 228 threaded into I sealing engagement with another portion of the housing 222i The fitting 228 is connected to conduit 34 insthe system as shown in Figure 1. Figure Salso: shows a transverse spindle" 230 which is rotatably journalled in the housing movable with a spindle and 45 attached thereto and connectedtwith the linkage generally indi- A plunger 272 similar to plunger 256 is provided at right angles to the cup-shaped 'member 262 and plunger 4 to the axle 12 andisytherefore, theup; valve for the height controlfcylindei' 50. The; height control is deependentupon rotational movement imparted tothe'spindle 230 through linkage, 48 and/spindle arm 45 respon-l 1 sive to the relative heightbetween the chassis and axle.

cated by the numeral-48-between the axle and chassis V mounted height 'controlvalve" 40. l. i l l Figure 6 is a cross-sectional"elevationalview of the The cam surface270iis engageable' with-plungers 256 and 272 when the v vehiclefis at a standstill position 7 However, as shown in Figure 7, the housing 222 is yat-x valve 40 taken along-line 6+6 of Figure 4 showing the t reservoirport 224 fitted into threaded engagement with the housing 222. The reservoir port is connected to passages to be explained in further detail below; a 2 'Figure 7 is a' cross-sectioned 'elevational view of the valve taken along line -77 of Figure 4 showing the housingi222 and the-complementary mounting member 221 with the spindle 230rotatab1y journalled in thelhous-i ing-222. The spindle arm 45 is press-fitted or otherwise attached to the'spindle 230 and a sealing means. '232 jis provide'dto prevent escape of fluid alonglthe bearing surface between the housing 222 and spindle 230:; The housing is provided with.a central bore ;234;lformed tached byscrews 223, shown in the cross-sectional view of Figure 5 and in Figure 4, to the mounting member 221 which provides 'a port 274 with fitting 275 threaded into sealing engagement therewith for a fluid connectionthrough conduit 44 asshownin Figure 1 to' a hydrokinetic torque transfer mechanism or torque converter automatic transmission. This fluid connection becomes operative when thewvehicle is movedso that the rear oil pump 72 of the automatic transmission provides fluid pressure to :theqport 274 sutfieientto-overcome the biasing of spring 264 such. that the cup-shaped member 262 is moved axially over the cylindrical porwith an annular chamber 236. the purpose of which 'is to provide communicatingflow with the reservoir port 224 seen in the cross-sectional view of Figure.6.i A

passage 238 1 connectsthe reservoir port 224 with;.the annularchamber 226 as shown inlFigure 6. Ajpassage e 240; shown in Figures7, communicates with the chamber 236iat one endandtat the other end ,connects to a passage 242 parallel to the central .bore providing the bear ing surface'for the spindle 230, Balls 244 and 246 are resS fitte'd into the open ends of passages 240 andfl242, respectively, so as to sealfioff the openingsinece'ssarily made during drilling of the passages}.The.fpassage .242

communicates with a down control portpassage 2.48;

formedwith an annular seat'249 engagedby a ball 250 tion 260 of the plunger or spindle 230 causing the cam portion 270 of member-262 toj-be axially moved free of possible actuating-engagement with ithe plungers 256 t and 272 gforsthe down and up valves; respectively. 'AnsQ-ring seal276 is provided in an annulargroove of; mounting jmember;239'to provide a' fluidqseal; be?

tween the cup-shaped member 262 and the mounting member .223. ;As long as the vehicle is moving, fluid pressure will ,be suppliedifrotn the rear oil pump 1 72 through conduit 44 toxkeepfimember 262 in telescoped" relationship lwith the cylindrical portion 260 of spindle 230 rendering.the up-and down control valves'totally inoperative for any -variation of height by the height control cylinderr, i

Figure 8 is an elevational vi'ewof the valve 40showing'how the linkage 48 is attached toft he spindle arm normally biased to'seatonthe annular portion 249 by a spring 252 disposed between thetball 250 and .a sealing cap 254 threaded into sealingengagement withithe housing 222- along threads 255. 1Theball 250 canbemovd from the seat 249 by means of a rod and: plunger l 256 reciprocable in an extensionof the bore of; port 248.:in an aperture 257 of the housing. This aperture 257 permitsqthe plunger .256 to. reciprocate inia 'centrally:.1o- .cated, chamber 258 concentric and coaxial with the central aperture 235 of the housing; The spindle 230 has a hollow cylindrical portion 7260f extending into: this .chamber with a hollow cup-shaped member 262 cooper able therewith concentrically disposed aboutthe router tion'260 of the spindle 230'biasing the cup-shaped member262 out of engagement with the spindle: A keyway 266 provides a cooperating path for a dowel'o r pin member 268 press-fitted into:thecup'-shaped member 262 so'as to cause the spindle 230 to rotate the cup-shaped member 262 while permitting relative axial movement between the cup-shapedsmember 262 and spindle 230. :The' cup-shapedmember 230 is provided with a cam surface-270 cooperable with theplungeri256h for the down control port ball valve250as shown in Figure 7.

Figure 5 shows the cross-sectional view of the vcamper- 'tion 270 of the cup-shaped member 26.2G 0perable with the plunger 256. 1, 1 .4 1

45 and spindle 230 by pivot 47 jforirotation therewith together with a showing,of the relationship of the various ports provided in the valve40. These ports include the transmission connection fitting 275, the up?! control 7 port 228, the cylinder port 226 and the reservoir or drain periphery of the cylindrical portion 260. IA. compression lsprlng: 264 is disposedtinside the hollow cylindrical por- In operation, thevalve permits hydraulic fluid to be supplied from-the pump20 andaccumulator 26 through conduit 34 through the up;pumpeport 228 with 'a check valve 'ball 282 off of its seat on bushing 284 pressfitted in the port fitting permitting fluid to flow through 1 the centrally apertured disc 2811and the central aper-l ture of member 274 to a radial aperturel286 thereof communicating with an annular'bore 287offport 228 and a conduit ,288 to the cylinder port- 226 andzthen through conduit 43 to :the height controlucylinder 50.

The opening formed by drilling the conduit 288 in housing 222 is sealed by a ball "289 press-fitted therein.

When the valve isin operation at standstill and the height differential between the body and its running gear 1 is to be decreased, the cam 270 will engage the plunger 256 causing the ball250 to move;from its seat 249 such that fluid can flow ifror'n the cylinder' 50 through conduit 43 and cylinderport 226throughjan aperture 290 (seen in longitudinal cross section inFigure 5 and partially behind ball 250 oflFi g'urel 'l) to conduit 242, seen as a circular opening behind the'plunger 256 in g e a ld in longitudinal cross section in Figure 7," l

to flow through an aperture 240 back into an annular chamber 236 as shown in Figure 7 and finally to leave the height control valve 40 by means of passage 238 and port 224 shown in the cross-sectional view of Figure 6. The port 224 connects with the conduit 42 communicating with the reservoir 16.

While the embodiments of the present invention as herein disclosed constitute a preferred form, it is to be understood that other forms might be adopted.

What is claimed is as follows:

In a motor vehicle suspension system, the combination including, a vehicle body, running gear for said body, a liquid receiving height control cylinder attached between said running gear and said body including a first chamber for receiving liquid under pressure to change the internal pressure in the cylinder to compensate for load change in the vehicle and a second chamber containing gas under pressure with a common flexible wall between said chambers whereby said gas under pressure supports the liquid under pressure and thereby supports said body relative to said running gear; a source of hydraulic fluid power on said vehicle including a pump, a reservoir for hydraulic fluid for said pump in fluid connection with the inlet of said pump, and a pressure accumulator in fluid connection with the outlet of said pump; a height control valve in fluid flow connection between said source and said cylinder and including a first plunger operated valve means to open and close inlet port means in fluid connection with said pressure accumulator and connected with other passage means in said control valve to provide for hydraulic fluid transfer from said pressure accumulator to said first chamber of said cylinder for raising the body relative to said running gear and a second plunger operated valve means to open and close exhaust port means to provide for hydraulic fluid transfer from said first chamber of said cylinder to said reservoir for lowering the body relative to said running gear, said height control valve including a rotatable member therein having a cam surface engageable with said plunger operated valves H V to operate the same upon rotation of said member to provide for admission of hydraulic fluid to said first chamber of said cylinder or exhaust of hydraulic fluid from said first chamber to adjust pressure in said cylinder in accordance with loading of the body, a spindle rotatably journaled in said height control valve and having linkage connected therewith and with said running gear to cause rotation of said spindle in response to a change in height relation between said body and said running gear, said spindle having driving connection with said rotatable member to rotate the same on rotation of said spindle whereby to open and close said plunger operated valves thereby, said motor vehicle having additional pump means operably connected with the running gear of the vehicle to produce liquid pressure when the running gear is in motion, and a fluid connection between said additional pump and said rotat- V able member to move the same relative to said plunger operated valve means to render the cam surface of the rotatable member ineffective for actuation of saidplunger operated valve means so long as said additional pump means is producing liquid pressure as a result of motion of the vehicle wheel system. I 

